Air-brake system.



n6. 694,525. Patented Mar. 4,1902.

A. museum u. AIR BRAKE SYSTEM (Applicntion, filed Aug. 7, 1900.)

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No. 694,525. Patented Mar. 4,1902.

A.- BRUGGEMANN. AIR BRAKE SYSTEM.

(Application filed Aug. 7, 1900.)

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tion of the invention,

UNITED STATES PATENT OFFICE.

AUGUST BRI IGGEMANN, OF BRESLAU, GERMANY, ASSIGNOR -TO THE DEUTSCHE WAFFEN-UND MUNI IN BADEN, GERMANY.

TIONSFABRIKEN, OF KARLSRUHE AIR-BRAKE SYSTEM SPECIFICATION forming part of Letters Patent No. 694,525, dated March 4, 1902. Application filed August 7, 1900. Serial No. 26,178. (No model.)

To all whom it may concern.-

Be it known that I, AUGUST BRiiGeEMANN, a subject of the King of Prussia, and a resident of Breslau, Germany, haveinvented certain new and useful Improvements in Air- Brake Systems; and I do hereby declare the following to be a full, clear, and exact descripsuch as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to figures of reference marked thereon, which form a part of this specification.

The object of the present invention is to regulate the pressureof air in the brake-cylinders of an'air-brake system in accordance with the speed of the train, whereby a greater air-pressure will be maintained in one or more brake-cylinders during high speed than at normal running, which is accomplished by means of a valve connected to the brake-cylinder loaded by means of wind-pressure on vane or diaphragm connected by suitable machinery to said valve.

Referring to the drawings, in which like parts are similarly designated, Figure 1 is a side view of the valve connected with the brake-cylinder by means of a pipe, the brakecylinder being in section. Fig. 2 is a section of the valve with its operating mechanism in elevation. Fig. 3 is a section on the line a b, Fig. 2. Fig. 4 is a section on the line 0 d, Fig. 2. Fig. 5 is a section on the line cf, Fig. 2. Fig. 6 is a top plan view of the brake-operating mechanism of a single car with the valve attached to a supplementary brake-cylinder. Fig. 7 is a view showing a portion of the brakecylinder and valve, and Fig. 8 is an end View of Fig. 6.

In connecting the regulator or governor to a main or supplementary brake-cylinder the valve 3 is loaded by means of a spring 17 to such an extent as to counterbalance the maximum running and prevent the brake-cylinderfrombeingventedtotheatmosphere. Ordinarily an excess of the predetermined pressure in the brake-cylinder will open this valve to vent the cylinder until the pressure is lowered to the required degree; but when the train is running fast the wind-press ure on the vane is increased, and in order to stop the pressure in the brake-cylinder is and this wind-pressure will be train higher desirable,

added to the load on the valve to keep it closed.

When attached to a supplementary brakecylinder put in action when emergencybrakes are applied, the spring 17 is omitted, so that there will be no pressure in the supplementary brake-cylinder when the train is not in motion.

The pivot-bolt 20, secured to the plate or bracket 1, supports the two-armed lever 4, to which is riveted or otherwise secured the vane 2. This vane, diaphragm, or other wind-resistance is here shown as composed of a ring, to whichv is secured sail-cloth, sheet-iron, or other suitable material. Each end of the lever 4 is connected by means of links 5 to a parallel lever 6, which is fulcrumed on one of the two fulcrum-points 7 8, according to the direction of motion of the train, said fulcrums being secured to the plate or'other carrier 1. (Shown clearly in Fig. 5.) The lever 6 has pivoted at the middle a log 9, that takes into a recess in the under face of the valve 3, which, as shown in Fig.1, is connected by pipe 10 to the brake-oylinder 11 and in Figs. 6, 7, and 8 to a supplementary brake-cylinder 31.

When the train is moving in one direction, the lever 4 is moved around its pivot 20 by the resistance of the vane to,the air, which will also move the lever 6 around one and lift it off the other of its fulcrums 7 8.

The bolts 21 on the ends of the lever 6 have suflicient play in the slots 22 in the links 5 to permit enough motion of the lug 9 at the middle of the lever 6 to close or to hold the valve 3 against its seat.

By regulating the dimensions of the parts, as the size of the vane 2 and the length of the levers, the valve can be so loaded by Windpressure that the entire braking pressure will not open it. In air-brake systems with main brake -cylinders the triple valve 12, which can be of any desired construction, is connected by a pipe 13 to the train-pipe 15 through the valve 14 and to the brake-cylinder directly or by a pipe 16, Fig. 1, and this cylinder connected by pipe 10 to a suitable casing containing the spring 17 and valve 3.

Referring to Figs. 6, 7, and 8, O is the auxiliary reservoir, 11 the brake-cylinder, and 31 the supplemental brake-cylinder 12,the triple valve arranged to supply air by pipe 36 to the supplementary brake-cylinder 31.

Having thus described my invention, what Iclaim as new therein, and desire to secure by Letters Patent, is

1. A regulating-valve for air-brake cylinders and mechanism operated by wind-pressure caused by the velocity of the train to load the same, substantially as set forth. I

2. A regulating-valve for air-brake systems, connected to a brake-cylinder opened by air-pressure from within said cylinder and lever mechanism operated by wind-pressure caused by thevelocity of the train to load said valve, substantially as set forth.

3. A regulating-valve for air-brake systems normally open and mechanism operated by wind-pressure caused by the velocity of the train to close the same, substantially as set forth.

i. A regulating-valve for air-brake systems, comprising a normally open valve, alever pivoted to a fixed element, asecond lever parallel with the first and connected thereto, a fulcrum for said second lever, a lug. attached to the second lever and arranged to operate said valve, substantially as and for the purpose set forth.

5. A regulating-valve for air-brake systems, comprising a valve, a lever pivoted to a fixed element, a second lever parallel therewith and connected with the first-mentioned lever, a lug at the middle of the second lever arranged to engage said valve, a fulcrum for the second lever, and means for moving the lever system to load the valve, substantially as set forth.

6. A regulating device for air-brake systems, comprising a valve, a lever pivoted at its center to a fixed element, a second lever parallel with the first, links connecting the second lever to and supporting it from the first lever atits ends, a fulcrum on either side of the center of the second lever, a lug pivoted to the middle of the second lever and arranged to operate said valve, and a vane moved by wind-pressure rigidly connected to the first lever to swing the system on its pivots toward the valve, substantially as and for the purpose set forth.

7. In combination with an air-brake cylinder, a relief-valve normally open and connected therewith, and mechanism operated by wind-pressure to regulate the load on said valve, substantially as set forth.

8. The combination with an air-brake system and of a supplementary brake-cylinder, of a valve to vent said cylinder to the atmosphere, and mechanism operated by wind-pressure caused by the velocity of the train to load said valve, substantially as and for the purpose set forth.

In testimony that I claim the foregoing as my invention I have signed my name in presence of two subscribing witnesses.

AUGUST BRUGGEMANN.

W i tnesses HERMANN BARTSCH, ALBERT SCHENK. 

